The Anonymous Widower

First Tri-Mode Long Distance Trains For The East Coast Main Line

The title of this post, is the same as that of this press release from LNER.

This is the sub-heading.

London North Eastern Railway (LNER) is pleased to confirm that CAF has been named as the successful bidder to deliver a fleet of 10 new tri-mode trains for LNER. Porterbrook has been chosen as the financier of the new fleet. The trains will be able to operate in electric, battery or diesel mode.

These are the first two paragraphs.

Benefits of tri-mode trains range from a reduction in emissions, particulates, noise and vibration pollution, lower maintenance and operating costs and upgradeable technology, with an expected increase in range and performance as technology develops further. Battery power reduces the need to use diesel traction in areas where overhead powerlines are not available.

Complementing the modern Azuma fleet of 65 trains, the new ten-coach trains will help LNER achieve its vision of becoming the most loved, progressive and trusted train operator in the UK, delivering an exceptional service for the customers and communities served along its 956-mile network.

I have a few thoughts.

Will The Trains Have Rolls-Royce mtu Diesel Engines?

Consider.

• CAF’s Class 195, 196 and 197 Civity trains for the UK all have Rolls-Royce mtu diesel engines.
• Porterbrook are headquartered in Derby.
• Rolls-Royce are headquartered in Derby.
• In Rolls-Royce And Porterbrook Agreement Will Drive Rail Decarbonisation, I talked about how the two companies were planning to  decarbonise trains using techniques like mtu Hybrid PowerPacks and hydrogen fuel cells.

I would think it very likely that the new trains will have Rolls-Royce mtu engines.

Will The Trains Have Rolls-Royce mtu Hybrid PowerPacks?

It was in 2018, that I first wrote about mtu Hybrid PowerPacks in Rolls-Royce And Porterbrook Launch First Hybrid Rail Project In The UK With MTU Hybrid PowerPacks.

• Examples of these power packs are now running in Germany, Ireland and the UK.
• The mtu Hybrid PowerPack how has its own web site.
• There is also this YouTube video.
• If CAF use off-the-shelf mtu Hybrid PowerPacks in their Civity trains, there is one big massive plus – They don’t have to develop the complicated control software to get a combination of diesel engines and batteries to perform as immaculately as Busby Berkeley’s dancers or a Brigade of Guards.
• The mtu Hybrid PowerPacks also have a big plus for operators – The batteries don’t need separate charging infrastructure.
• In Rolls-Royce Releases mtu Rail Engines For Sustainable Fuels, I talk about how mtu engines can run on sustainable fuels, such as biodiesel or HVO.

I think it is extremely likely that CAF’s new trains for LNER will be powered by mtu Hybrid PowerPacks.

Class 800 And Class 397 Trains Compared

The Class 800 train is LNER’s workhorse to Scotland from London.

The Class 397 train used by TransPennine Express, is a 125 mph Civity train.

Differences include.

• The Class 800 train can run at 140 mph, where the signalling allows, but is the Class 397 train only capable of 125 mph?
• The Class 397 train accelerate at 0.92 m/s², whereas the Class 800 train can only manage 0.7 m/s².
• The Hitachi train has 14 % more seats, 36 First and 290 Standard as opposed to 22 First and 264 Standard in five-car trains.

I will add to this list.

Will The New Trains Be Capable Of 140 mph Running?

As the East Coast Main Line is being fully digitally signalled to  allow 140 mph running of the numerous Hitachi expresses on the route, I wouldn’t be surprised to see, that the new CAF trains will be capable of 140 mph.

In this article on Modern Railways, which is entitled LNER Orders CAF Tri-mode Sets, this is said.

The new fleet will be equipped with CAF Signalling’s European Rail Traffic Management System digital signalling. This will align with the East Coast Digital Programme, which aims to introduce European Train Control System (ETCS) on the southern stretch of the East Coast main line from King’s Cross to Stoke Tunnel by 2029.

Later in the article this is said.

LNER has retained 12 ‘91s’ hauling eight rakes of Mk 4s, and the rollout of ETCS is another reason the operator has sought to order the replacement fleet. LNER’s passenger numbers have rebounded more quickly than other operators post-Covid, which has helped make the case for confirming the order.

This does seem sensible.

What Will Be The Range Of The CAF Trains Without Electrification?

The longest LNER route without electrification is the Northern section of the Inverness service between Inverness and Dunblane, which is 146.1 miles. There are also eight stops and some hills.

In Edinburgh to Inverness in the Cab of an HST, there’s a video of the route.

I’m sure that even, if they don’t normally run the new trains to Inverness, being able to do so, could be useful at some point.

It should be noted that the Guinness World Record for battery-electric trains is 139 miles, which is held by a Stadler Akku.

I am left with the conclusion that London and Inverness needs a tri-mode train or lots of electrification. Did this rule out Hitachi?

The Number Of Trains Ordered

The Modern Railways article says this about the number of trains.

The contract includes an eight-year maintenance services agreement with an option to extend; CAF says the order value, including maintenance, exceeds €500 million. When the tender was published the intention was to include an option for five additional sets; LNER confirmed to Modern Railways there is an option to purchase additional sets on top of the base order of 10.

Can we assume this means that other trains will be ordered, if the trains are a success?

Can These New CAF Trains Be Made Net Zero?

This is a paragraph, in the LNER press release.

This new fleet of trains will keep LNER on track to reduce its emissions by 67 per cent by 2035 and be net zero by 2045. LNER has already reduced carbon emissions by 50 per cent compared with 2018/19. Per mile, LNER trains produce 15 times less carbon emissions than a domestic flight.

As the new CAF trains will probably have a service life of at least forty years, there must be some way, that these new trains can be made net zero.

Consider.

• I am absolutely certain, that the new CAF trains will have Rolls-Royce mtu diesel engines.
• LNER’s existing Class 800 and 801 trains have Rolls-Royce mtu diesel engines.

Rolls-Royce mtu according to some of Rolls-Royce’s press releases appear to be developing net zero solutions based on hydrogen or net zero fuels.

This press release from Rolls-Royce is entitled Rolls-Royce Successfully Tests mtu Engines With Pure Hydrogen, suggests that Rolls-Royce mtu are working on a solution.

Routes They Will Serve

The Modern Railways article says this about the routes to be served.

Modern Railways understands the new fleet will be maintained at Neville Hill depot in Leeds and, like the ‘225’ sets, will be used predominantly on services between London and Yorkshire, although unlike the ‘225s’ the tri-modes, with their self-power capability, will be able to serve destinations away from the electrified network such as Harrogate and Hull.

Note.

1. This surprised me, as I’d always expected the Yorkshire routes will be served by Hitachi battery-electric trains.
2. But it does look that both Harrogate and Hull stations, have long enough platforms to hold a ten-car train.
3. With their tri-mode technology, it also looks like the CAF trains won’t be needed to be charged before returning to London.

The last point would enable them to try out new routes.

These are distances from the electrification of the East Coast Main Line of the destinations that LNER served, where there is not full electrification.

• Aberdeen via Ladybank – 91.4 miles
• Carlisle via Skipton – 86.8 miles
• Cleethorpes via Newark and Lincoln – 63.9 miles
• Harrogate via Leeds – 18.3 miles
• Huddersfield via Leeds – 17.2 miles
• Hull via Temple Hirst junction – 36.1 miles
• Inverness via Dunblane – 146.1 miles
• Lincoln via Newark – 16.7 miles
• Middlesbrough via Northallerton – 22.2 miles
• Scarborough via York – 42.1 miles
• Sunderland via Northallerton – 47.4 miles

Note.

1. The first place after the ‘via’ is where the electrification ends.
2. Carlisle could be a possibility during High Speed Two upgrading of the West Coast Main Line or for an enthusiasts’ special or tourist train.
3. Cleethorpes is a possible new service for LNER. I wrote about this in LNER To Serve Cleethorpes.
4. Scarborough must be a possible new service for LNER.
5. All stations can take ten-car trains, with the possible exception of Middlesbrough, which is currently being upgraded.
6. Huddersfield and Leeds is being electrified under the TransPennine Upgrade.

This would appear to show that LNER need enough bi-mode or tri-mode trains to run services to Aberdeen, Cleethorpes, Harrogate, Hull, Inverness, Lincoln, Middlesbrough and Sunderland.

But.

• It would appear that the initial batch of trains, will not be serving the North of Scotland.
• Aberdeen and Inverness could be served, when there is enough electrification at the Southern end.

I am also fairly sure, that no significant infrastructure is required.

Do Hitachi Have A Problem?

I am starting to wonder, if Hitachi are having trouble with the designing and building of their battery packs.

• It’s not like Hitachi to allow someone to run off with a €500 million contract from under their nose.
• Are they short of capacity to build the trains at Newton Aycliffe?

But then they’re probably up to their elbows in work on the High Speed Two Classic-Compatible trains.

Are There Any Other Routes, Where The New CAF  Trains Could Be Employed?

The trains would certainly be suitable for these routes.

• Chiltern – InterCity services.
• CrossCountry Trains – Fleet replacement
• Grand Central Trains – Fleet replacement
• Grand Union Trains – For Carmarthen and Stirling open access services.
• Great Western Railway – Replacing Castles in the South West.
• ScotRail – Replacing Inter7City trains.
• South Western Railway – Basingstoke and Exeter St. Davids and other routes.

Note.

1. CAF could sell a lot of trains.
2. I estimate that fleet replacement for Grand Central Trans would cost around €350 million
3. The specification would vary according to the route.

Could CAF  have got the LNER order, because they have the capacity in the Newport factory?

Conclusion

It looks like CAF have done a good job in designing the trains.

I’m also fairly sure that CAF are using Rolls-Royce mtu PowerPacks.

 

 

 

 

November 11, 2023 - Posted by AnonW | Transport/Travel | Battery-Electric Trains, Biodiesel, CAF, CAF Tri-Mode Train, Civity Train, Class 397 Train, Class 800 Train, Class 801 Train, Decarbonisation, Digital Signalling, East Coast Digital Programme, East Coast Main Line, Grand Central Trains, Grand Union Trains, GWR Castles, High Speed Two, High Speed Two Classic-Compatible Trains, Hitachi, Hydrotreated Vegetable Oil (HVO), Inter7City, LNER, mtu Hybrid PowerPack, Open Access Operators, Porterbrook, Rolls-Royce mtu, Stadler FLIRT Akku, TransPennine Express, Tri-Mode Train, West Coast Main Line